EV Charging Network Technical Audit

Session success is the honest metric

Uptime measures the charger's opinion of itself. Session success measures whether drivers got energy. Networks that track only the first are frequently surprised by their own review scores.

Firmware drift is usually worse than expected

Fleets accumulate builds. Units that were offline during a rollout, replaced under warranty, or commissioned from old stock end up on versions nobody is tracking. That makes fault patterns unreadable, because the same symptom has different causes on different builds.

Establishing the actual version distribution is often the single most useful output of an audit.

Faults that never generate a ticket

A driver who cannot start a session usually leaves rather than reports. That failure exists only in the backend logs, as an authorisation without a transaction, and only if someone looks. These are the failures that damage utilisation most and appear in operations reporting least.

What the audit produces

• Session success rate against reported uptime, and the gap explained
• Failure concentration by site, hardware revision and firmware build
• The actual firmware version distribution across the fleet
• A ranked list of remediation actions by sessions recovered
• The faults recurring because no root cause was recorded

Vendor-independent

The audit runs against whatever hardware and platform the network uses. Where the finding is that a particular vendor's units underperform, that is the finding, and RIOD supplying alternatives does not change the analysis. You should still weigh it knowing we sell chargers.

What an audit should look for that operators rarely check

Network audits usually report uptime, session success and fault counts. Useful, and all of it describes what has already happened.

The findings that change decisions are the structural ones. The first is platform portability: if the fleet cannot change management platform remotely, the operator has an unpriced liability. We know its size because we paid it, sending people to every charger in the field to deploy a change that could not be made any other way on a shared platform.

The second finding is what the fault counts actually contain. An operator who has not separated these is managing a hardware problem they may not have.

• Unit failures, which is what a warranty covers. Ours run near 0.5 percent, about one charger in two hundred
• Supply and installation faults, which look identical in a fault log and belong to a different contractor entirely
• Vehicle side behaviour, which no amount of charger replacement will fix